Shipping/operating envelopes for utility vehicles

FIELD OF THE INVENTION

The present invention relates generally to off-road motor vehicles, such as utility or recreational vehicles, and more particularly to a vehicle configuration that will enable the shipping envelope to be smaller than the operating envelope.

BACKGROUND OF THE INVENTION

Small off-road vehicles such as utility or recreational vehicles are becoming popular for recreational and other general purpose off-road usage. Such utility vehicles can be found, for example, in U.S. Pat. No. 4,706,770. These utility vehicles have found usage on golf courses and at sporting events, and are particularly adaptable for utilization on a farm. This type of flexibility, and the wide variety of uses necessitates a vehicle that is highly flexible, highly maneuverable, and the like. This demands a vehicle that will afford a high degree of maneuverability and ease of steering.

Utility vehicles can be manufactured in a two axle (four wheels) or a three axle (six wheels) configuration. The vehicles are typically shipped in the same configuration as they are operated. To minimize shipping costs, it is desirable to restrict the shipping length (i.e., shipping envelope) of the vehicle. Since these utility vehicles are normally shipped laterally on a truck bed, limitations in vehicle length are highly important as this becomes a critical factor in shipping width. The length of the vehicle is controlled by the diameter of the front tire, the clearance between the front tire and the front fender, the longitudinal length of the operator station (including the floor boards and the seat structure), and the length of the bed. Competitive advantages can be realized if each of these factors could be enlarged. For example, the front tires could be increased in size, greater fender clearance could be provided to allow for sharper steering, and a longer bed to allow for greater carrying capacity could be achieved. In addition, boarding ease and riding comfort could be improved by lengthening the operator station.

Increasing the size of these various components results in a corresponding increase in size of the operating envelope, and therefore, the shipping envelope. Accordingly, it would be desirable to provide a utility vehicle configuration in which the shipping envelope is smaller than the operating envelope.

SUMMARY OF THE INVENTION

Accordingly, an important object of the present invention is to provide a utility vehicle configuration in which the shipping envelope is smaller than the operating envelope.

It is another object of this invention to provide a utility vehicle that is easily placed into a shipping configuration.

It is yet another object of the present invention to provide a method for configuring a utility vehicle into a shipping configuration.

It is an advantage of the present invention that shipping costs are minimized.

It is another advantage of the present invention that the front axle can be easily disconnected from the frame when the utility vehicle is placed in a shipping configuration.

It is a feature of this invention that the floor panel of the utility vehicle can be raised to a vertical position to enable the front portion of the utility vehicle to be moved rearwardly to compact the shipping envelope.

It is another feature of the present invention that the frame is formed in a wishbone configuration having a forwardly extending stem and a pair of rearwardly extending legs.

It is a further feature of this invention to add a bogey beam pivotally connected at an intermediate point to said frame by a pivot assembly.

It is yet another object of this invention to provide a utility vehicle that is durable in construction, inexpensive to manufacture, carefree in maintenance, easy to assemble, and simple and effective in use.

These and other objects, features, and advantages are accomplished according to the present invention by providing a utility vehicle having a frame supported by a steering axle and terminating rearwardly of the drive axle and having a pair of steered wheels pivotally mounted thereon and a drive axle mounted to the frame having a pair of drive wheels mounted thereon, an operator station including a floor panel and a seat, and a front hood assembly. The floor panel has a forward portion pivotally connected for movement into a generally vertical orientation. The vehicle is capable of placement into a shipping configuration having a length smaller than the corresponding operating configuration by disconnecting the steering axle from the frame and moving the forward portion of the floor panel into the vertical configuration to permit movement of the front hood assembly rearwardly toward the seat.

The foregoing and other objects, features, and advantages of the invention will appear more fully hereinafter from a consideration of the detailed description that follows, in conjunction with the accompanying sheets of drawings. It is to be expressly understood, however, that the drawings are for illustrative purposes and are not to be construed as defining the limits of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages of this invention will be apparent upon consideration of the following detailed disclosure of the invention, especially when taken in conjunction with the accompanying drawings wherein:

<figref idref="DRAWINGS">FIG. 1</figref> is side perspective view of a utility vehicle incorporating the principles of the present invention;

<figref idref="DRAWINGS">FIG. 2</figref> is a top plan view of the frame and drive mechanism with the chassis removed for purposes of clarity;

<figref idref="DRAWINGS">FIG. 3</figref><i>a </i>is a top plan view of the vehicle chassis depicting the operating envelope;

<figref idref="DRAWINGS">FIG. 3</figref><i>b </i>is a top plan view of the vehicle chassis depicting the shipping envelope according to the principles of the present invention;

<figref idref="DRAWINGS">FIG. 4</figref><i>a </i>is a side elevational view of a utility vehicle depicting the operating envelope;

<figref idref="DRAWINGS">FIG. 4</figref><i>b </i>is a side elevational view of a utility vehicle depicting the shipping envelope; and

<figref idref="DRAWINGS">FIG. 5</figref> is a schematic side elevational view of the operator station configured in the shipping envelope.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to <figref idref="DRAWINGS">FIGS. 1-2</figref>, a utility vehicle incorporating the principles of the present invention can best be seen.

The utility vehicle <b>10</b> includes a frame <b>12</b> supported above the ground G by a pair of steered wheels <b>22</b>, <b>23</b> mounted on a front steering axle <b>20</b> and by a pair of driven wheels <b>25</b> mounted on a rear drive axle <b>24</b>. In the preferred embodiment depicted in <figref idref="DRAWINGS">FIGS. 1-2</figref>, a middle drive axle <b>27</b> is provided with a pair of opposing support wheels <b>28</b>. The frame <b>12</b> supports an operator compartment <b>13</b> including seats <b>14</b> for the comfort of the operator and control apparatus, such as a conventional steering wheel <b>15</b> and a gear shift lever <b>16</b>. A throttle control (not shown) and a brake control (not shown), along with other conventional control devices, are also included within the operator compartment <b>13</b> for the control of the vehicle <b>10</b>. The frame <b>12</b> also supports a load bed <b>19</b> rearwardly of the operator compartment <b>13</b> over the middle and rear drive axles <b>27</b>, <b>24</b> respectively, to carry cargo over the surface of the ground G.

Referring now to <figref idref="DRAWINGS">FIG. 2</figref>, the frame <b>12</b> with the axles <b>20</b>, <b>24</b>, <b>27</b> mounted thereon can best be seen. The rear drive axle <b>24</b> is rotatably supported on the frame <b>12</b> and is powered by a drive mechanism <b>26</b> powered by an engine <b>11</b> supported by the frame <b>12</b>. The middle axle <b>27</b> is pivotally supported from the frame <b>12</b> by a pair of support links <b>29</b> and is connected to the rearward end of a bogey beam <b>30</b>, which will be described in greater detail below. The middle axle <b>27</b> is preferably formed as a pair of stub shafts <b>27</b><i>a</i>, <b>27</b><i>b </i>connected to said respective support links <b>29</b>. A support beam <b>32</b> is pivotally mounted on a rearward end of the bogey beam <b>30</b> for oscillatory movement about a longitudinally extending pivot axis <b>33</b>. The support wheels <b>28</b> on the middle axle <b>27</b> are driven by respective chain drives <b>26</b><i>a </i>to provide a four wheel drive capability for the vehicle <b>10</b>.

The frame <b>12</b> preferably is formed in a “wishbone” configuration with the legs <b>12</b><i>a </i>extending rearwardly to support the rear axle <b>24</b>, the bed <b>19</b>, and the drive system <b>11</b>. The stem <b>12</b><i>b </i>extends forwardly from the central bight portion <b>12</b><i>c </i>to support the front module <b>20</b><i>a </i>and the bogey beam <b>30</b>. The operator station <b>13</b> would be located substantially over the central bight portion <b>12</b><i>c</i>. The floor panel <b>13</b><i>b </i>in the operator station <b>13</b> is preferably hinged at axis <b>13</b><i>c </i>so that the forward portion of the floor panel <b>13</b><i>b </i>can be pivoted upwardly into a vertical orientation to form the shipping envelopes as will be described in greater detail below.

Front axle <b>20</b> and the mounting member <b>35</b> are attached to the forward end of the bogey beam <b>30</b>, and, therefore, also pivot about axis <b>33</b>. The bogey beam <b>30</b> is pivotally connected to the frame <b>12</b> by a pivot assembly <b>37</b> positioned beneath the operator compartment <b>13</b> to provide an oscillation of the bogey beam <b>30</b> about the transverse pivot axis <b>38</b>. Accordingly, the front steering axle <b>20</b> and the middle axle <b>27</b> generally oscillate in opposing vertical directions on opposite ends of the bogey beam <b>30</b> due to the pivotal mounting thereof by the pivot assembly <b>37</b>.

The pivot assembly <b>37</b> can be formed as a simple pin assembly connecting the bogey beam <b>30</b> to the frame of the vehicle <b>10</b> to define the transverse pivot axis <b>38</b>, as is shown in the drawings. The pivot assembly <b>37</b> can also suspend the bogey beam <b>30</b> from the frame <b>12</b> by providing a link (not shown) that pivotally connects at one end of the bogey beam <b>30</b> and is centrally connected to the frame <b>12</b> with the opposing end of the link being connected to a spring mechanism (not shown) that provides some resiliency between the bogey beam <b>30</b> and the frame <b>12</b>. Under such a suspended bogey beam arrangement, the transverse pivot axis <b>38</b> would be located at the pivotal connection between the link (not shown) and the bogey beam <b>30</b>, but would be vertically movable relative to the frame <b>12</b> about the pivotal connection between the link (not shown) and the frame <b>12</b>. The spring mechanism (not shown) interconnecting the frame <b>12</b> and the link (not shown) offset forces encountered by the bogey beam <b>30</b>. The location of the central pivot of the link (not shown), pivotally connecting the link to the frame <b>12</b>, is positioned between the opposing ends of the link to provide the desired resiliency for the selected size of the spring mechanism.

Any load placed in the load bed <b>19</b> will be transferred to the rear axle <b>24</b> through the mounting thereof with the frame <b>12</b> and to the bogey beam <b>30</b> via the pivot assembly <b>37</b>. The weight carried by the bogey beam <b>30</b> will be shared in a proportionate manner between the front steering axle <b>20</b> and the middle axle <b>27</b>. The respective proportions will be determined by the location of the pivot assembly <b>37</b> along a length of the bogey beam <b>30</b>. Accordingly, any load transferred to the bogey beam <b>30</b> will always be proportionately divided between the front steering axle <b>20</b> and the middle axle <b>27</b>. As a result, the steering characteristics will not be impacted by any load placed into the load bed <b>19</b>, as the middle axle <b>27</b> cannot overpower the front steering axle <b>20</b>.

The front steering axle <b>20</b> is operatively associated with a steering mechanism <b>40</b> to effect turning movement of the steered wheels <b>22</b>, <b>23</b>. The steering mechanism <b>40</b> is actuated through manipulation of the steering wheel <b>15</b> by the operator through the universal connecting linkage <b>42</b>. The steering mechanism <b>40</b> includes a rack and pinion assembly <b>45</b> which includes a conventional pinion (not shown) rotatably associated with the steering wheel <b>15</b> and a conventional rack <b>47</b> that is linearly movable in conjunction with the rotation of the pinion <b>46</b> in a known manner.

The rack <b>47</b> is pivotally connected to a first bell crank <b>50</b> at a first connection point <b>48</b>. The first bell crank <b>50</b> is pivotally mounted on the mounting member <b>35</b> for movement about a pivot <b>51</b>. The connection point <b>48</b> is positioned forwardly of the pivot <b>51</b> to effect pivotal movement of the first bell crank. The right steered wheel <b>22</b> includes a spuckle <b>52</b> having a steering arm <b>53</b> extending rearwardly therefrom. The first bell crank <b>50</b> is connected to the right steering arm <b>53</b> by a steering link <b>54</b> that extends laterally and rearwardly from the first bell crank <b>50</b> to the rearward end of the steering arm <b>53</b>.

The steering mechanism <b>40</b> also includes a second bell crank <b>55</b> pivotally mounted on the mounting member <b>35</b> for movement about a pivot <b>56</b>. The second bell crank <b>55</b> is connected to the first bell crank <b>50</b> by a tie rod <b>60</b> for coordinated movement therebetween. Accordingly, pivotal movement of the first bell crank <b>50</b> is transferred to the second bell crank <b>55</b> through connection with the tie rod <b>60</b>. The left steered wheel <b>23</b> includes a spuckle <b>57</b> having a steering arm <b>58</b> extending rearwardly therefrom. The second bell crank <b>55</b> is connected to the left steering arm <b>58</b> by a steering link <b>59</b> that extends laterally and rearwardly from the second bell crank <b>55</b> to the rearward end of the steering arm <b>58</b>. Accordingly, the left and right steered wheels <b>22</b>, <b>23</b> are steered in concert with one another in response to a manipulation of the steering wheel <b>15</b> by the operator.

The support beam <b>32</b> at the rear end of the bogey beam <b>30</b> has the stub axles <b>27</b><i>a</i>, <b>27</b><i>b </i>mounted directly to the laterally opposing ends of the support beam <b>32</b>. The support beam <b>32</b> also has a pair of mounting brackets <b>34</b> projecting rearwardly therefrom interiorly of the stub shafts <b>27</b><i>a</i>, <b>27</b><i>b </i>to pivotally connect with the support links <b>29</b>. The support links <b>29</b> pivotally interconnect the frame <b>12</b> just forward of the rear drive axle <b>24</b> and the mounting brackets <b>34</b> on the support beam <b>32</b>. While the drawings depict the support links <b>29</b> connected to the frame <b>12</b> and the rear drive axle <b>24</b> fixed to the frame <b>12</b>, an alternative configuration can suspend the rear drive axle <b>24</b> from the frame <b>12</b> such that the rear drive axle <b>24</b> is vertically movable relative to the frame <b>12</b>. In such a configuration, the support links <b>29</b> would preferably be mounted to the rear drive axle <b>24</b> to be vertically movable therewith, but pivotable about an axis that is not coincidental with the axis of the rear drive axle <b>24</b>. Furthermore, the pivotal connection between the support links <b>29</b> and either the frame <b>12</b> or the rear drive axle <b>24</b> will be positionally adjustable in a fore-and-aft direction to provide for adjustment of the tension in the chain drive mechanism <b>26</b><i>a. </i>

Support beam <b>32</b> is also connected to a central support bracket <b>31</b> which, in turn, is connected to the rearward end of the bogey beam <b>30</b> by a ball joint <b>33</b><i>a </i>defining the oscillation axis <b>33</b>, which permits the middle axle <b>27</b> to oscillate about a longitudinally extending axis <b>33</b> and permits the middle axle <b>27</b> to follow ground undulations. The central support bracket <b>31</b> also defines a pivotal connection between the bogey beam <b>30</b> and the support beam <b>32</b> such that the support beam <b>32</b>, which is fixed to the central support bracket <b>31</b>, is free to pivot about a bolt defining a transversely extending pivot axis <b>31</b><i>a </i>that is eccentric with respect to the transverse axis of the middle axle <b>27</b>. Accordingly, the middle axle <b>27</b> is capable of simultaneous pivotal movement about the transverse axis <b>31</b><i>a </i>and the pivotal connections between the support links <b>29</b> and the mounting brackets <b>34</b>. Preferably, the pivotal connection between the support links <b>29</b> and the mounting brackets <b>34</b> are in alignment with the stubs shafts <b>27</b><i>a</i>, <b>27</b><i>b </i>defining the middle axle<b>27</b>. The transverse pivot axis <b>31</b><i>a </i>is located below the line of the middle axle <b>27</b>.

The pivotal connection of the support links <b>29</b> to the frame <b>12</b> (or alternatively to the rear drive axle <b>24</b>) is preferably formed as an assembly that is longitudinally movable to control the tension in the chain drive mechanism <b>26</b><i>a</i>. One skilled in the art will readily recognize that a fore-and-aft movement of the support link <b>29</b> will cause pivotal movement of the support beam <b>32</b> about the transverse pivot axis <b>31</b><i>a </i>carried by the rearward-end of the bogey beam <b>30</b>. Accordingly, the normal operative position of the support beam <b>32</b> will be at an orientation above the bogey beam <b>30</b> to allow for wear adjustment of the chain mechanism <b>26</b><i>a. </i>

Referring now to <figref idref="DRAWINGS">FIGS. 3</figref><i>a</i>-<b>5</b>, the differences between the operating envelope and the shipping envelope can best be seen. By raising the forward portion of the floor panel <b>13</b><i>b </i>to a vertical position, as best seen in <figref idref="DRAWINGS">FIG. 5</figref>, and disconnecting the front hood assembly <b>13</b><i>a </i>from the frame <b>12</b>, and the steering axle <b>20</b> from the bogey beam <b>30</b>, the front module <b>20</b><i>a </i>of the utility vehicle <b>10</b>, including the front hood assembly <b>13</b><i>a </i>and the steering axle <b>20</b>, can be moved rearwardly to compact the shipping envelope, as is depicted in <figref idref="DRAWINGS">FIGS. 3</figref><i>b </i>and <b>4</b><i>b</i>. In this shipping configuration, the front module <b>20</b><i>a </i>of the utility vehicle <b>10</b> could be temporarily connected to the remainder of the vehicle, or even shipped separately in a different crate. As can be seen in a comparison between <figref idref="DRAWINGS">FIGS. 3</figref><i>a </i>and <b>3</b><i>b</i>, as well as in a comparison of <figref idref="DRAWINGS">FIGS. 4</figref><i>a </i>and <b>4</b><i>b</i>, the overall length of the operating configuration of the utility vehicle <b>10</b>, as seen in <figref idref="DRAWINGS">FIGS. 3</figref><i>a </i>and <b>4</b><i>a </i>is significantly larger than the overall length of the utility vehicle <b>10</b> when placed into the compact shipping configuration, as seen in <figref idref="DRAWINGS">FIGS. 3</figref><i>b </i>and <b>4</b><i>b</i>. As illustrated in <figref idref="DRAWINGS">FIGS. 4</figref><i>a </i>and <b>4</b><i>b</i>, the roof assembly <b>17</b> could also be detached for shipping purposes.

Once received by the dealer, the front module <b>20</b><i>a </i>of the utility vehicle <b>10</b> would be reconnected to the remaining portion of the utility vehicle <b>10</b> by reattaching the steering axle <b>20</b> to the bogey beam <b>30</b>, reattaching the front hood <b>13</b><i>a </i>to the frame <b>12</b>, and lowering the floor panel <b>13</b><i>b</i>. The roof assembly <b>17</b> would be reconnected and the operating envelope, as depicted in <figref idref="DRAWINGS">FIGS. 3</figref><i>a </i>and <b>4</b><i>a</i>, would be re-established.

In alternative embodiments, for example, the floor panel <b>13</b><i>b </i>can be overlapping so as to telescope. Such an embodiment would permit the front module <b>20</b><i>a </i>to be moved rearwardly toward the seat <b>14</b> and place the utility vehicle <b>10</b> in the shipping configuration. In another embodiment of the invention, the floor panel <b>13</b><i>b </i>can be fully detachable from the frame <b>12</b>, and could be shipped either in the bed <b>19</b> of the utility vehicle <b>10</b> or could be shipped separately from the utility vehicle <b>10</b>. In yet another embodiment of the invention, the floor panel <b>13</b><i>b </i>is fixed to the frame <b>12</b> and the front module is configured to slide rearwardly over the top of the floor panel <b>13</b><i>b </i>toward the seat <b>14</b>, thus placing the utility vehicle <b>10</b> into a compact shipping configuration having an overall length that is significantly less than the normal operation configuration.

The invention of this application has been described above both generically and with regard to specific embodiments. Although the invention has been set forth in what is believed to be the preferred embodiments, a wide variety of alternatives known to those of skill in the art can be selected within the generic disclosure. The invention is not otherwise limited, except for the recitation of the claims set forth below.